Automatically-controlled car-heating system



`H. G. GEISSINGER.

2 SHEETS-SHEET 2 AuToMATrcALLY CoNTRoLLED CAR HEATING SYSTEM; FILED SEPT, 9, 1918.

'Patented Dec. i9, 1922.

TES

HARRY G. GEISSINGER, OF NEW YORK, N. Y., ASSIGNOR T VAPOR CAR HEATING COMPANY, INC., 0F CHICAGO, ILLINOIS, A CORPORATION 0F NEW YORK.

AUTOMATICALLY-CONTROLLED CAR-HEATING SYSTEM.

Application led September 9, 1918. Serial No. 253,323.

T 0 all whom z't may concern:

Be it known that I, HARRY G. GEISSINGER, a citizen of the United States, residing at New York, in the county of New York and 5 State of New York, have invented certain new and useful Improvements inAutomatically-Controlled Car-Heating Systems, of which the following is a specifica-tion.

My invention relates to apparatus for controlling the operation of heating systems, more particularly steam heating systems, on railway cars. f

One of the objects of the invention is to provide a simple, inexpensive and practical control mechanism for a railway car heating system by means of which the car may be maintained automatically at one of several selected temperatures. For example, the invention .provides an arrangement whereby the atmosphere in the car may be maintained at a normal living temperature o f seventy degrees Fahrenheit, or thereabout-s, while the car is being occupied during the day time; at a lower temperature, for instance sixty degrees Fahrenheit during the night hours when the car is occupied; and at a still lower temperature, for instance, at fifty degrees Fahrenheit, when the car is standing idle in the yards. The invent-ion has in view both the comfort of the traveling public and the saving of steam'. It is usual to heat passenger cars while they are standing in the yards and it is highly desirable that regula-tion of the heat at such times be automatic as the yard men canno-t be relied upon to watch over the operation of the heating apparatus. Ordinarily cars have been heated up to normal while in the yards. This is wholly unnecessary and involves a large waste of fuel.

ln the drawings- Fig. 1 is a diagram illustrating the entire control system as applied to a railway car heating apparatus of the vapor type having a primary and an auxiliary radiator,

Fig. 2 is a fragmentary view, partly in section and partly in eleva-tion, showing more in detail but also to some extent diagrammatically, certain of the devices employed for controlling the passing of steam 50 through the radiators, and

Fig. 3 is a sectional view of a vapor regulator employed to prevent the introduction of steam to the radiator` in larger quantities, than can be condensed.

Like characters of reference designate like parts in t-he three figures of the drawings.

Referring first to Fig. 1 of the drawings,

A designates the steam tra-inpipe of a rail-A way car, and B andl C two radiating coils located in the car, which may be termed primary and auxiliary radiators, respectively. D is a vapor regulator of common construction designed to prevent the passing of steam through the radiators, which at their discharge ends are open to the atmosphere, in greater amounts than can be condensed in said radiators. The type of vapor regulator preferably used in the heating system illustrated consists of a casing provided with a high pressure chamber D2 communicating through pipe Ds with the train pipe A, a. lowT pressure chamber D3 communicating through pipe Dlo with the four-way valve E, and a discharge chamber D* open to the atmosphere.. The high and low pressure chambers are in communication with yeach other through a. port which is closed by an autonected. The thermostat consists of a .cell

filled wit-h al fluid which expands when steam comes into contact with the cell. E is afourway valve for controlling the circulation of the heat-ing medium through the primary radiator B, and F asimilar valvefor controlling the circulation through the auxiliary radiatori@ These valves preferably stand open under normal conditions and are closed by the operation of air motors G and H. Air for actuating these motors is taken from the air train line J, forming part of the air brakesystem of the car, and its application to the motors is controlled by a magnetically actuated air valve K. L is what may be termed a radiation valve adapted, in one position, to effect the closing of the auxiliary radiator valve F of the auxiliary radiator, and in the other position to subject this valve to the control of the air valve K which latter, in the preferred embodiment of my invention, at all times controls the valve E of the primary radiator.

The air valve K is governed-in its movement automatically by a thermostatio mechanism. preferably by three thermostats M, N and O which may be made effective, se`

y lectively, to control the heating ysystem by operation of the switch P. -The thermostat M, which will be termed the high temperature thermostat, is set to break its circuit at a relatively high temperature, for instance, seventy degrees Fahrenheit, and operates, when selected to control the heatingsystem, to maintain the temperature of the car at seventy degrees Fahrenheit. The thermostat N, which may be termed the medium temperature thermostat, is intended to control ,the heating system during the night While the car is occupied and set to operate at sixty degrees Fahrenheit, or at such other temperature as may be desired. The thermostat O, which is termed the low temperature thermostat, is set to operate at a considerably lower temperature, for instance, at fifty degrees, and is intended to control the heating system when the car is standing unoccupied in the yard. During such periods it is only necessary to keep the Car at such tempera-ture as Will prevent freezing of Water pipes and fixtures, injury to the finish of the car, and the like; and, inasmuch as the ordinary passenger car is out of service on an average for considerably more of the time than it is in service, a very important saving in fuel results from this reduction of temperature in the car While in the yard( Referring now to Fig.- 2, the casing of the four-Way valve E is divided into four chambers 25, 26, 27 and 28. These chambers are put into communication With each other in pairs by the revoluble valve member 29 Whichis shown as' providedwith an operating lever 30. The lever 30 is connected with the piston 31 of the air motor Gr by a connecting rod 32. 33 is a spring which exerts tension ona lever 34 engaged with the connecting rod 32.'A In the normal position of the parts of the apparatus the valve member 29 stands in its open position under the action of spring 33. The valve is closed by movement of piston 31 when the motor is under air pressure. The inlet pipe 35 of the' primary radiator B leads from chamber 26 of the four-Way valve E. The return pipe 36 of the primary radiator discharges into chamber 27. v

In an actual installation I prefer to employ an air motor` constructed as shown in my co-pending application Serial No. 253,322 filed September 9, 1918. As the construction of the motor is covered by the application just referred to, and as the particular construction of the motoris not important, so far as the invention disclosed in the present application is concerned, it has been thought suicient to illustrate the motor in this application in as simplified a form as possible.

rIhe four-Way valve forthe auxiliary radiator C and the air motor H for operating this valve are preferably the same in construction vas the corresponding devices used'in connection with the primary radiator and in the drawings the parts are given corresponding reference numerals distinguished by the exponent letter a Chamber 25@l of four-Way valve F is connected by a pipe 37 with chamber 28 of the four-Way valve E. The inlet pipe 38 of the auxiliary radiator leads from chamber 26a of valve F and the return pipe 39 of the auxiliary radiator discharges into chamber 27a. 40 is a pipe which leads from chamber 28a of valve F to the thermostatic member of the vapor regulator.

The magnetic air valve K, as shown in the drawings herein, is fundamentally the same as the air valve disclosedin my co-pending application above referred to but is simpliied herein for the purpose of clearness of illustration. It comprises a casing 41 which is formed to provide a cylinder 42 of relatively small diameter and-a larger cylinder 43. In these cylinders operates a double piston valve member 44 having a piston 45 to fit cylinder 43 and a piston 46 to fit cylinder 42. The casing 41 is also provided with a magnet chamber 47 in which is located an electro-magnet 48 having a pivoted armature 49 connected with a valve 50 which, when the magnet is deenergized, is adapted to close an exhaust port 51 leading vfrom the chamber 47, and, When the magnet is energized, to close a port 52 extending from chamber 47 to cylinder 42 under piston' 46. Cylinder 42 is open to the atmosphere through a port`53 in the upper end of the cylinder and cylinder 43 is connected by a pipe 54 with the magnet chamber 47. 55 isa pipe leading from the air line J to a pipe 56, 56a, one section 456 of which extends to a port 57 in the air valve casing 41, this port communicating with port 52 above described, theother section 56a extending to the` three-Way cock L which has been termed the radiation valve. 58 is a. pipe leading from cylinder 42 to the air motor G, and 59, 59a a branch pipe from pipe 58 to the air motor H, this branch pipe having interposed therein the radiation valve L. The latter has a revoluble valve member 60 provided With a through port 61 and a branch port 62'at right angles thereto which extends half way through said member.

The thermostats M, N and O are preferably of the type indicated, that is, they are composed, in each case, of a chord member 63, Which is the member of major expansibility, and an arc member 64. The thermostats are circuit breakingr thermostats adapted to break their respective circuits on rise of temperature to a given point. Below these points the thermostats close their cirl cuits.

The operation of the apparatus above dellO scribed is as follows: In the drawings the parts of the apparatus are shown in the position which they assume when the. car is subject to control by the medium temperature thermostat N and'is at a temperature below that at which this thermostat operates to break its circuit and cause the inflow of the low temperature thermostat O is set lso valve.

so that the arc member 64 of this thermostat is out of contact with the opposed contact member 65. Thermostats N and M are both in contact with their Contact members 66 and 67 so that both circuits are closed so far as' the thermostats are concerned. However, the high temperature circuit is open at. the selective switch P. This switch is o n contact 68 'of the circuit through the medium temperature thermostat N. This circuit is as follows: from battery 69 by wire 70 to selective switch P, contact 68, wire 71, contact 66, thermostat N, wire 72, wire 7 3,wire 74, resistance 75 and Wire 76 to the battery. The magnet 48, is on a shunt from the circuit above described (and the other thermostat circuits to be described hereinafter), being connected by a wire 77 with switch P and by a wire 78 with wire 74. The circuit through the magnet 48 is of greater resistance than the thermostat circuit so that so long as the thermostat circuit remains unbroken magnet 48 Will not receive sufficient' current to operate the valve 50. Thecompressed air from the air brake system will,

therefore, pass through-port 52 into the magnet chamber 47 and through pipe' 54 to cylinder 43. Pressure exerted on the piston 45 of the double valve 44 will overbalance that exerted against the piston 46 of the Therefore no air will pass to the air motor G nor,lassumin that the radiation valve L is in the position shown in Fig. 2, will any air pressure be exerted upon the air motor H. The radiator valves E and F will stand open and steam in the train pipe, reduced tov substantially atmospheric pressure by the vaporregulator D, will pass firstthrough the primary radiator B and then through the auxiliary radiator C. The water of condensation outflows through pipe 40. Excess of steam inthe radiator or radiators will result in the discharge of the excess to the thermostat of the vapor regulator which is thereby actuated to throttle inflow as in the ordinary vapor system.

As soon as the temperature in' the car reaches that for which thermostat N is set, the circuit previously traced through this thermostat is broken at a point between the thermostat and contact 66 and magnet 48 is energized, which causes valve 50 tobe raised, 'opening port 5l and closing port 52,

thereby relieving the pressure from the magnet chamber 47 and cylinder 43. The double piston valve 44 is raised and air under pressure flows from pipe 55 throughpipe 56, port 57, and cylinder 42 and pipe 58 to the valve motor G which is actuated to close .the valve against the tension of spring The compressed air also similarly actuates the valve motor H of the auxiliary radiator provided the radiation valve is in the position shown in Fig. 2.

By moving the selective switch P the heating apparatus maybe put under control. either of the 10W temperature thermostat O or the high temperature thernwstat M. The selective switch, in each case, closes a circuit through the thermostat selected for controlling the operation of the system. The circuit through the low temperature thermostat O will be as follows: battery 69, wire 70, selective switch P, contact 79, Wire 80, contact 65, thermostat O, wire 8l, Wires 73, 74, resistance 75 and Wire 76 to the battery.

In case the high temperature thermostat is selected the circuit will be as follows: battery 69, Wire v70,'selective switch P, contact 82, wire 83, contact- 67, thermostat M, wire 84, wires 73 and 74, resistance 75, and wire 76 to the battery.

The description of the operation of the apparatus asgiven aboveassumes that the radiating element of the heating system is active as a whole, that is to say, in the particular embodiment shown, that both radiati'ng coils are active and function as a single unit. If it is desired to decrease the capacity of the system, which decrease will have the advantage of shortening the course through which the steam and water of condensation must flow, this canbe done by shifting the handle 85 of the radiation valve L from the position shown in full lines in Fig. 2 to that indicated by the dotted lines. In this position of the radiation valve air pressure is applied directly to the air motor I-I of the auxiliary radiator through pipe section 56a and ports 61 and 62 of t-he revoluble member 60 ofthe radiation valve. This shifts the valve member 29a of the four-way valve F ninety degrees, short cirouit'ing the auxiliary radiator so that the medium from the primary radiator passes from chamber 28 of `four-Way valve E through pipe 37 and chambers 25a and 28n ofvalve F directly to the discharge pipe 4() which leads back to the vapbr regulator D. Valve F is now freed from control of the thermostatic mechanism (consisting of the thermostats M, N and 0, and the magnetic air valve K 'and associated parts) and it will so remain until the radiation valvel is moved to its original position. As soon as this'is done the valve of the auxiliary radiator is again placed under the automatic control of the thermostatic mechanism which governs the valve of the primary radiator.- In other words, the apparatus is capable of manual manipulationto cut out a part of the radiation surface but whenever this part of the 'radiation surface is active it is necessarily under control of the thermostats which govern the circulation of medium through the rest of the system. It is not possible to manipulate the radiation valve so that the auxiliary radiator can be cut 1n and not be subjected to control by the thermostat-ic mechanism which (subject to the ultimate control of the vapor regulator) determines the amount of heating medium delivered to the radiation surfaces.

It will be apparent that the multiple temperature regulation, which is a preferred feature of my invention, might be employed in connection with a single radiator; and, on the other hand, that the multiple coil system with arrangements for cutting one coil in 4or out of the system might be employed in connection A with a thermostatic vdevice actuated at one temperature only.

The controlling system herein shown and described is susceptible of other modifications without departure from the principles of my invention. Therefore, I wish it to be understood that the invention is not to be considered as limited to the particular embodiment thereof shownL and described, the scope of the invention being expressed in the claims appended hereto.

I do not claim herein, either by itself, or in combination with the multiple number of car thermostats, the arrangement of two radiating coils capable of separate and conjoint control, as shown and described, for the reasonl that this arrangement is the sub.- ject matter of a copending application filed by me on May 1,1.922 Serial No. .557 ,534 as a division hereof.

I claim.;

1. A car heating system comprising, in combination, a radiator, a source of supply of heating medium, a .valve to govern. the introduction kof medium to the radiator,

' thermostatic mechanism for controlling said tures.

valve comprising a, plurality of circuit breaking thermostats arranged in independent circuits, and a switch which is adapted -to close said circuits selectively to maintain the atmosphere ofthe car at a high temperature, a low temperature, or a temperature intermediate said'V high and low tempera- 2. In combination with `a railway car. provided with a source-of supply of air vunder pressure, a radiator in the car, mechanism for controlling the introduction of .heating lmedium therein comprising a radiator valve, a pressure actuated motor for operating the valve, and a plurality of thermostats "for controlling said motor each of which is set `to control the system'at predetermined temperatures, so that the car may be maintainedat a high temperature, a low temperature,'or a temperature lntermedlate said high and low temperatures.

ator valve, a pressure actuated motor foroperating the valve, an electrically actuated device for controlling the air pressure to the motor, a plurality of thermostats arranged in independent circuits and set to operate at dilferent car temperatures, anda switch for closing said circuits selectively, whereby a high temperature, a low temperature, or a temperature intermediate said high and low temperatures may hema-intained in the car, as desired.

4. In combination with a railway car provided with a source of supply of air under pressure, a radiator in the car, a radiator valve which normally stands open, an air pressure motor for closing said valve, and a plurality of thermostats set to operate at different car temperatures whichmay be made effective, selectively, for controlling the application of air pressure to said motoyr, whereby a high temperature, alow temperature, or a temperature intermediate said high and low temperatures may be maintained in the car, as desired.

5. In combination with a `railway car provided with a source of supply of air under pressure, a radiator in the car, a radiator valve which normally'stands open,an air pressure motor for closing said valve, an electrically actuated device which controls the application of air pressure to said motor, a plurality of thermostats set to operate at different c ar temperatures for controlling said electrically actuated device, 'i

and a switch by means of which said thermostats may be made effective, selectively, for controlling said heating system, whereby a high temperature, a low temperature,

4or a temperature intermediate said high may "be maintained ated device for causing the yapplication of air to the motor, which device isarranged in a shunt from said thermostat'circuits of i greater resistance than said circuits.

e G, GEISSINGER, 

